Engine protection system

ABSTRACT

An engine protection system and protocol is implemented within an electronic control module. Various engine parameters, such as engine coolant level, coolant temperature, transmission fluid temperature, and engine oil pressure are monitored and compared to limit values to determine if a fault condition exists as to one or more of the parameters. The engine protection system includes visual and audible signals responsive to the parameters. An engine disabling mechanism is operative when any of the aforementioned parameters exceed predetermined limits for a predeterminable period. The electronic control module contains a memory function for recording the fault parameters as well as other identifying information. The electronic control module also includes an engine idle limiter feature. The engine disabling means is operative when the vehicle idling duration exceeds a second predeterminable period. The electronic control module further includes a battery voltage monitor with latching relay including a circuit interrupter operative when the battery voltage falls below a predetermined limit.

The present application is a continuation-in-part of U.S. applicationSer. No. 10/932,532, filed Sep. 2, 2004 now U.S. Pat. No. 7,184,878,which in turn claims priority to U.S. Provisional Application No.60/499,828, filed Sep. 3, 2003. This disclosure is related to controlsystems and protocols for protecting, monitoring, and/or recording oneor more operating systems associated with internal combustion engines.

BACKGROUND

The need to protect internal combustion engines from damaging ordestructive operating conditions is essential for the proper operationof the engines. Continued operation of an engine under critical low oilpressure or low coolant conditions, for example, can lead to acatastrophic failure of the engine. Fluid monitoring and protectionsystems are used on engines to discourage operation of the engine whenthe operating conditions exceed and/or are below acceptable limits. Inthe past, various systems of varying degrees of sophistication have beendeveloped to monitor critical fluid conditions in the engine, and/orother parameters, in order to implement an engine protection protocol.The following patents are incorporated herein by reference as backgroundinformation with regard to engine protection and monitoring systems:U.S. Pat. No. 5,070,832 to Hapka, et al.; U.S. Pat. No. 4,429,670 toUlanet; U.S. Pat. No. 4,488,521 to Miller, et al.

In perhaps the simplest prior art monitoring system, an analog gaugesignals the advent of an unacceptable engine condition, for example, thelow oil pressure light. Analog or digital gauges provide continuousreadings of, for example, fluid levels and temperatures, but requireconstant monitoring by the driver. Additionally, these systems do notprovide a download mechanism for retrieving and/or recording informationregarding the type of engine problem, the total engine hours ofoperation (run time) at the time of shutdown or duration of time betweenengine problems, etc. Furthermore, existing systems typically rely onthe driver to instinctively recognize the problem and take corrective orprotective measures.

Aftermarket retrofit systems have been available that electronicallymonitor certain engine operating parameters. Typically, these systemswork in conjunction with original factory installed engine systems. Assuch, the aftermarket systems are affected by or affect the existingfactory systems, which can result in voiding the warranty on such OEMsystems. Additionally, many of the retrofit systems can and arecircumvented by component failures, wire disconnects, and/or operatormanipulation.

Typical fault conditions or parameters include, but are not limited to,high fluid temperatures, low fluid levels, and low oil pressures.Existing systems and methods monitor these fluid parameters which areassociated with engine abnormalities. However, fluid temperature, level,and/or pressure fault conditions are not the only parameters in which anengine protocol may be desirable or necessary. For example, a faultcondition may exist where the fluid and engine parameters arefunctioning normally but the engine has idled for an excessive period oftime. Excessive engine idling is bad for the environment because itincreases air pollution, noise, and fuel use. It also increases theexpense for fleet operators and consumers and contributes to anunpleasant atmosphere. Some states have taken measures to pass laws inwhich diesel trucks and buses are prohibited from idling for more than aspecified period of time while the vehicle is stationary or parked. Forexample, the state of New York enacted the Environmental ConservationLaw which prohibits diesel trucks and buses from idling for more thanfive consecutive minutes (three minutes in New York City) while thevehicle is stationary. Similarly, many other states have environmentallaws prohibiting motor vehicles from idling more than a specified periodof time (i.e. time periods typically range from 3 to 20 minutes).Current engine protection and monitoring systems do not provide amechanism for automatically implementing an engine protocol when fluidparameters are normal but engine idle duration is beyond a specifiedand/or predeterminable parameter (i.e. fault condition).

In many of the aforementioned vehicles, electrical generators, i.e.alternators, are driven by the vehicular engine for both charging thevehicle battery and to supply electrical energy to other accessories inand about the vehicle. In many of such arrangements, the output of theelectrical generator decreases significantly at relatively low enginespeeds and is non-existent when the engine is shut down. With referenceto the fault condition described above, wherein after excessive engineidling the engine is shut down, the vehicle accessories will be drawingelectrical energy from the storage battery. Accordingly, it can beappreciated that it is important to maintain enough energy in thestorage battery so as to be assured that the storage battery will havethe required energy level when demand is placed thereon, for example, atengine start-up.

The invention as herein disclosed and described is directed to a systemand protocol for monitoring engine parameters or conditions, controllingengine and accessory functions, and/or recording of certain faultvariables. Additionally, the invention monitors and/or controls idleduration and/or electrical condition of the storage battery, as well asother related and attendant problems.

SUMMARY

According to one aspect of the invention, a method is provided forcontrolling an internal combustion engine having an electronic controlmodule with engine control routines. The method includes monitoring atleast one engine parameter during operation of the engine; determiningwhether a fault condition exists as to the at least one parameter;initiating a fail safe mode when the at least one parameter is in thefault condition. The fail safe mode can include an engine shut downsequence, an audible alarm, and/or a visual alarm.

According to another and/or alternative aspect of the invention, anengine protection system is provided for an internal combustion engineassociated with a vehicle. The system comprises an electronic enginecontrol module, a mechanism for monitoring the magnitude of a number ofengine fluid parameters, and/or a mechanism for monitoring duration ofengine idling of a stationary vehicle. The system can also include amechanism for determining whether a fault condition exists as to one ormore of the fluid parameters by comparing the magnitude of one each ofthe number of fluid parameters to a number of limit values correspondingto the one each of the fluid parameters. Determining whether a faultcondition exists as to the engine idling includes comparing the durationof the engine idling to a predeterminable number limit value. The engineprotection system can include visual and/or audible signals on a panelmonitor and/or an engine disabling mechanism. The system can alsoinclude an electronic control module that can have a microprocessor forrecording and/or retrieving the fault condition data. The system canalso include a mechanism for monitoring the magnitude of battery voltageand/or for determining whether a fault condition exists as to thebattery voltage by comparing the magnitude of the battery voltage to anumber limit value or other reference. The system further can include alatching relay with circuit interrupter operative when the batteryvoltage is in the fault condition for maintaining a minimum batteryvoltage.

An apparatus and method are provided for preserving battery power forengine start-up of an internal combustion engine. The apparatus andmethod can include an electronic control module with engine controlroutines. The control module can be used to monitor the battery voltage,determine whether a fault condition exists as to the battery voltage,and initiate an audible alarm and/or a visual alarm when the batteryvoltage is in the fault condition.

An apparatus and method are provided for reducing emissions and/or fuelconsumption of an internal combustion engine. The apparatus and methodcan include an electronic control module. The control module can be usedto monitor at least one engine parameter during operation of the engineand/or determine whether a fault condition exists as to the at least oneparameter. The at least one parameter can include engine idle durationwherein a timer is actuated when the vehicle is stationary and/or theengine is running.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and other and advantages will in part be obvious and inpart pointed out in the following description taken together with theaccompanying drawings in which:

FIG. 1 is a schematic and diagrammatic illustration of the inventionemployed in one embodiment of the invention;

FIG. 2 is a schematic wiring diagram of another embodiment of theinvention;

FIG. 3 is a flowchart of the engine protection protocol as executed bythe engine protection system according to one embodiment of the presentinvention.

FIG. 4 is a schematic and diagrammatic illustration of still anotherembodiment of the invention;

FIG. 5 is a schematic and diagrammatic illustration of yet anotherembodiment of the invention;

FIG. 6 is a schematic and diagrammatic illustration of still yet anotherembodiment of the invention; and,

FIG. 7 is a schematic and diagrammatic illustration of still yet afurther embodiment of the disclosure.

DETAILED DESCRIPTION

An engine protection system (EPS) provides for an engine monitoringdevice that can monitor fluid parameters such as, but not limited to,the engine coolant level, fuel level, transmission fluid, brake fluid,and/or engine oil, the temperature of one or more of these fluids,and/or the pressure of one or more of these fluids. The engine can be aninternal combustion engine running on gasoline, diesel fuel, propane,natural gas, etc. It is to be appreciated that the EPS can optionallymonitor other and/or additional fluid and non-fluid parameters such as,but not limited to, engine idle duration, battery voltage, storagecompartment temperature, tire pressure, brake pad wear, wiper fluidlevels, and/or other or additional parameters. The parameters exhibitfault conditions when the operative conditions, for at least apredeterminable period, exceed predetermined limits. The system caninclude a stand-alone independent unit which does not connect to or useany of the original equipment manufacturers (OEM) components orcircuitry. As can be appreciated, the system can be designedalternatively to be partially or fully integrated by a vehiclemanufacturer into a vehicle as an OEM component. Each circuit, to bedescribed hereinafter, is designed as a closed loop type circuit whichcan be independent from the other circuits; however, this is notrequired.

Referring now in greater detail to the drawings, wherein the showingsare for the purpose of illustrating preferred embodiments of theinvention only, and not for the purpose of limiting the same, an engineprotection system can be equipped with a memory feature, an engine idlelimiter, and a battery supervisor monitor with latching relay will bedescribed. Referring to FIGS. 1 and 2, the engine protection system canbe an engine monitoring device that monitors, for example, the enginecoolant level, engine temperature, transmission fluid temperature, andthe engine oil pressure. It is to be appreciated that other oradditional parameters can be monitored, as described below. The system,when not an OEM component, is redundant to existing engine systems anddoes not affect and is not affected by the existing OEM systems. Assuch, the system can be designed so as to not feed back to OEMcomponents nor cause problems to existing OEM components or circuitry.

Referring to FIG. 1, wherein the various components are represented byway of a schematic diagram. The components of the EPS 8 can comprise anelectronic control module (ECM) 10, a latching relay 12, an enunciatorpanel and warning light display 14, engine shutdown connection 16, abattery or power supply 17, and a plurality of sensors and connections.As best shown in FIG. 2, the sensors and connections can include, butare not limited to the following: headlight monitor 18, oillevel/pressure sensor 20, speed pulse input 22, dome light connection24, box light connections 26, 28, engine temperature sensor 30,headlight connection 31, power supply connection 32, coolantlevel/temperature sensor 34, auxiliary or interior temperature sensor36, transmission fluid level/temperature sensor 38, and a vehicle ground40. The EPS 8 can also include an engine idle limiter and a batterysupervisor monitor to be described in more detail hereinafter. The EPS 8comprises all the associated wiring harnesses to connect two or more ofthese components together.

The ECM 10 can contain a memory function and timer which can recordinformation each time the system detects a fault condition and each timethe system has shut down the engine through any one of the designatedmonitoring devices. An engine shutdown sequence can be initiated whenone of the designated parameters is in a fault condition. The ECM 10provides data that is retrievable and can be associated with each of thecircuits, as well as record, for example, the total engine hours ofoperation (run time) at the time of shutdown, and the device or devicesthat are in a fault condition, etc. The run time calculation utilizesthe timer information which accumulates the elapsed time that the engineis running. The memory function of the ECM 10 retains the run time andadds to it every time the engine is started. Each ECM 10 can include aunique serial number that is displayed and recorded with the retrievabledata, thereby assigning the data to a specific ECM 10 and its associatedvehicle.

Referring again to FIG. 2, wherein an exemplary embodiment of a wiringdiagram and connections for the aforementioned components is thereindisplayed. Sensors 20, 30, 38 are provided for monitoring oillevel/pressure, engine temperature, and transmission fluidlevel/temperature, respectively. Switches 42, 44, 46 are integrated byway of connections 50, 52, 54 to the associated sensors 20, 30, 38 andthe ECM 10. The coolant level/temperature sensor 34 is provided having aswitch 56 and an electrical connection 58 to the ECM 10. The coolantlevel/temperature sensor 34 can include a ‘splash filter’ to minimizefalse signals. It is to be appreciated that the auxiliary sensor 36 canbe connected to the ECM 10 by way of electrical connection 60 formonitoring the temperature of the interior box, i.e. cargo area, oralternatively can be used to monitor another parameter.

The control module 10 is supplied with constant power by way ofconnections 32, 33, 35 to the vehicle battery 17. The connection 33 isrouted through the latching relay 12. In this manner, even when theignition is turned off, the ECM 10 still has power for monitoring thevoltage of the battery 17, through battery monitor 37, and triggeringelectrical shut down when the battery voltage falls below a specifiedlimit. The latching relay 12 can also include connections 25, 27, 29 tothe dome lights 24, the box lights 26, 28, and headlights 31,respectively. Fuses 45, 47, 49 are integrated with connections 25, 27,29. The fuses 45, 47, 49 provide circuit protection when the currenttherein becomes excessive.

The EPS 8 can be initiated when an ignition switch 80 is activated tothe “on” position. The EPS 8 can perform a self-test each time thesystem is initiated. The self-test typically takes a few seconds. Theself-test examines each of the circuits to confirm that continuity ispresent and the system is functioning. After the EPS self-test, a lowoil pressure audio alarm and warning light 82 can remain on until theengine is started. If the engine is not started within a predeterminedperiod of time, the system will be in a shut down mode and will requirecycling of the ignition switch 80 to reset. Cycling the ignition switch80 involves turning the switch (key) to the off position and then to theon position. Once the engine starts, the oil pressure rises whichcancels the audio alarm and warning light 82. If the oil pressure failsto rise, the audio alarm and warning light 82 will remain on and the ECM10 will shut down the engine after the predetermined period of time haselapsed. Similar results occur from either high coolant temperatureand/or low coolant level. A coolant alarm 84 can also have a time perioddelay in order to account for momentary low coolant level at start upthereby eliminating false alarms.

In operation, the engine protective system can function to detect anyvariance from the predetermined safe parameter limits of operation as itrelates to pressures, temperatures, or levels which would result inopening of the associated sensor switch to thereby effect closing of analarm relay switch in the ECM 10 to thereby activate the associatedvisual and audible alarms. Such predetermined safe parameter limitsobviously include both minimums and maximums of, for example, pressures,temperatures and coolant level. To prevent engine damage due tocontinued operation under alarm inducing conditions, the control module10 will function to open the shut-down circuit connector 16, breakingcurrent flow to the engine's system, including current flow to asolenoid of a fuel valve, when the interrupted current flow is of apredetermined duration. Such shut-down circuit breakers are well knownin the arts and the specific type relied on forms no part of thisinvention; for instance, a simple time delay relay means or athermocouple means may comprise such shut-down circuit connector 16.

In particular, if one of the circuits described above operates outsideof the predetermined design parameter, an associated audible and/orvisual alarm is activated at the enunciator panel 14. The visual alarmcan include a warning display check engine light and the fault circuitlight or icon illuminates on the EPS display monitor 14 for apredetermined period of time. As shown in FIG. 2, the enunciator panel14 includes an LED display. The icons are shown by way of example.Other, and more, icons can be integrated into panel 14 depending onsystem requirements. It is to be appreciated that the panel can includean LCD display. If the fault is corrected within the predetermined timeframe (i.e. 30-seconds), the system will automatically reset. If one ormore of the identified faults are not corrected, after the 30-secondnotification, the engine can be shut down, the alarm will stop, and/orthe panel lights will change to a blink mode. Automatically shutting theengine down reduces the possibility of critical engine damage. After thesystem shuts down an engine, the lights on the display monitor areswitched to blink mode which informs the operator that the EPS has shutthe engine down. The panel monitor will remain in this mode until thesystem is reset. It is to be appreciated that the enunciator panel 14can be mounted to the vehicle dashboard.

The EPS 8 can also include a bypass component wherein the alarm systemfunctions as described above but the engine shutdown feature can besuspended or bypassed. For example, a bypass protocol for the EPS allowsan operator to reset the engine protection system by shifting intoneutral and restarting the engine (key off and then to start). Thisalternative provides additional time for the operator to remove thevehicle from traffic and/or place the vehicle in a safer orientation. Toprevent costly engine damage, such emergency engine operation can beprogrammed for a limited time period. This alternative procedure can beimplemented into the system and provides for another predeterminableinterval prior to engine shutdown. In yet another alternative mode ofoperation, the time controlled engine shut down feature can bedeactivated altogether wherein the audible and visual warnings arerelied upon by the operator for taking appropriate action to protect theengine.

Referring again to FIG. 2, included within the ECM 10 is the engine idlelimiter (EIL) feature. The ECM 10 can monitor the vehicle movements orlack thereof, through a speed (speedometer) pulse signal receivedthrough the speed input or sensor 22. Monitoring of the vehicle'smovements can also include a transmission gear detector (i.e. “Park”) orvehicle occupancy detector (not shown). The ECM 10 can activate a timermechanism each time the vehicle becomes stationary. Stationary can bedefined when there is no speed pulse signal being received through thespeed pulse input 22. The microprocessor of the ECM 10 can be programmedwith a specified idle limit duration, for example, to a 5, 10, 15, etc.minute duration. When a vehicle remains idling and stationary for aperiod longer than the pre-programmed time, the ECM 10 microprocessorwill send a signal to the shutdown connection 16 which will start theshut down sequence of the engine, for example, 30 seconds prior toactual engine shut down, as discussed above. In this condition,typically the other fluid fault parameters 20, 30, 34, 38 are operatingunder normal conditions and the fault parameter identified includes anexcessive period (longer than a predeterminable period) of time forengine idle. The EIL continuously monitors the duration of engine idleand can detect movement of the vehicle. Each time the vehicle moves, theEIL resets the timer to zero. After resetting, the timer can accumulatetime when the vehicle is again becomes stationary with the enginerunning.

The EIL can have an initial start-up override or exemption optionwherein the timer does not accumulate time until the vehicle has movedafter initial start-up. Alternatively, the initial start-up override canhave a time delay which is programmable and predeterminable wherein thetimer will not accumulate time until after the time delay has beenreached (i.e. 10 minutes). After the time delay period has been reached,the ECM will begin tracking idle duration and initiate EIL as describedabove. It is to be appreciated that the initial start-up feature(override) is particularly advantageous in cold weather. This featureallows an operator to wait until a vehicle is fully warmed and ready foroperation, i.e. windows defogged. Initial start-up can be defined as thefirst start of the day and/or whenever the vehicle has been re-startedafter a predeterminable period of shut down, i.e. ignition switch offfor more than 60 minutes. The idle limit function is not enabled untilthe EIL senses a speed signal from speed pulse input 22 which indicatesthat the vehicle has moved. Following the initial start-up, the idlelimit function can work all the time unless and until the key is turnedoff and the vehicle is left idle for more than 60 minutes, for example.

Another override or exemption feature can include a disabler to the idlelimiter during periods of low or high ambient temperatures. Low ambienttemperatures can be problematic for diesel fuel engines because of the“gelling” of diesel fuel at low temperatures. It is desirable to keep anengine running and the fuel warm during periods of low ambienttemperature. Most of the Environmental Conservation Laws provide forexemptions to idle limits when the ambient temperature is below aspecified temperature. A thermistor, (not illustrated) can be providedwhich senses ambient temperature and reads it as a resistance. The EILcan incorporate the resistance and when the reading is below a certainvalue, for example, 32 degrees Fahrenheit, the idle limit function willbe disabled. When the temperature rises above 32 degrees, the idle limitwill again be enabled. The ambient temperature limit can be a variablesetting and predeterminable.

The identified fault parameters, i.e. threshold limit values, arepredeterminable and programmable into the ECM 10. It is to beappreciated that differing operating parameters and/or different enginespecifications may determine the fault parameters to be programmed.Furthermore, the ECM includes a memory function which records eachincident or episode in which the system has shut down the engine throughany or all of the designated monitoring devices, such as the EIL. Thedata recorded can then be downloaded with the use of, for example, apersonal data assistant (PDA), computer or similar device, through anassociated serial port, for example, SAERS 232 serial port. Theinformation can also be uploaded to a computer or the information can becompiled in conjunction with a Global Positioning System. (GPS) unit anduploaded in real time. One example of a compatible PDA is the Palm OS™.Information programmed and recorded into the PDA can be in a fault codeformat. The coded format will detail each of the circuits and can recordthe total engine hours of operation (run time) at the time of each faultcondition and engine shut down. The coded data that is recorded will beconverted into a text content when read by the program contained in thePDA, computer, etc. The coded information, engine hours, and any textverbiage, is retained indefinitely or for a set period of time.Additionally, each ECM can include a unique serial number that can alsobe displayed with the recorded information and can be included in theprinted data to identify the data with the associated vehicle.

Referring again to FIG. 2, the battery supervisor monitor 37 and thelatching relay 12 can be integrated with the ECM 10. The battery monitor37 continually monitors the voltage of the main battery 17. As can beappreciated from the wiring diagram in FIG. 2, if the engine is shutdown and the battery voltage drops below the specified limit, thelatching relay 12 can shut off power to, for example, the box lights 26,28, the dome lights 24, and the headlights 31. The ECM 10 can include afail-safe or override circuit, through the use of the oil pressureswitch circuit 42, 50, which does not allow the ECM 10 to disconnect theaccessories 24, 26, 28, 31 until the vehicle's engine is turned off. Thebattery monitor 37 is connected by way of connection 33 to the latchingrelay 12, and to which all of the accessory items (i.e. 24, 26, 28, 31)are electrically connected. Once the main battery 17 reaches apredetermined voltage or below, an audible alarm sounds and a batterywarning light 86 may illuminate on the enunciator panel 14 for a periodof approximately one minute, or any other predeterminable time period.If the voltage goes higher than the predetermined voltage within theone-minute time frame, the alarm and warning light 86 will shut off. Ifthe engine is turned off and the voltage remains equal to or lower thanthe preset voltage, the ECM 10 will unlatch the relay allowing the powercircuits 25, 27, 29 to be interrupted to the accessory items 24, 26, 28,31. At that same time, the alarm will stop and the warning light 86 willchange to a blink mode advising the driver that the system has beenactivated, relay unlatched, and the accessories turned off. At the pointthe relay 12 is unlatched, the main battery 17 retains adequate voltageto restart the vehicle, thus eliminating the need for a vehicle jumpstart caused by low battery voltage from the use of accessory items 24,26, 28, 31 while the vehicle's engine is not running. In one embodiment,the latch relay 12 circuit requires approximately 8 milliamps of voltageto retain the latch relay in the locked position and requiresapproximately 25 milliseconds of power to trip the relay in eitherdirection.

Referring now to FIG. 3, wherein a flow diagram is depicted showing themethod of operation for the EPS. The steps in operating the EPS aredisplayed in the flow chart of FIG. 3, and the method generally followsthe steps identified in the flow chart as described. An operator turnsthe ignition switch to the on position and starts the vehicle engine. Atengine start up, the EPS is initiated and the ECM is activated tomeasure circuit parameters. The ECM can suspend or delay EIL initiationif an exemption condition exists as described above. A self-test isconducted to verify continuity of all circuits. If continuity is notverified, the system can initiate an engine shut down sequence. Ifcontinuity is verified, the operator will begin vehicle operation. TheEPS monitors vehicle parameters during operation. If any of theparameters move outside of predetermined limits and into a fault mode,the system can initiate the engine shut down sequence. The shut downsequence can include an audible alarm and illumination of a faultcircuit light. The audible alarm and fault circuit light continues for apreset time. If the fault is corrected, the alarms are shut down and thesystem continues monitoring the vehicle parameters. If the fault has notbeen corrected, an engine shutdown sequence is then initiated. Theengine protection system then records the associated fault parameter andengine run time. The lights on the enunciator panel can then be switchedto blink mode, signifying that the engine protection system shut downthe engine. The battery supervisor monitor monitors the battery voltage.If the voltage falls below a preset level, an audible alarm and batterywarning light illuminates. The system continues the alarms for a presetperiod of time. If the voltage fault has not been corrected, the ECM candetermine if the engine is running. If the engine has been turned off,the ECM unlatches the relay interrupting power to the accessory items.The audible alarm can be stopped and the lights switched to blink modeon the enunciator panel. At the point of interrupting power to theaccessory items, the battery retains adequate voltage to start thevehicle. If the engine is running, the ECM can discontinue the audiblealarm and change the fault light illumination to blink mode, but willnot interrupt power to the electrical accessories. As long as theparameters do not result in fault mode, the ECM continues to monitor theparameters until the operator has finished the trip. Once the trip isfinished, the operator will turn the ignition off and exit the vehicle.It is to be appreciated that the battery supervisor monitor continuallymonitors the battery voltage.

Referring to FIG. 4, wherein another embodiment of a wiring diagram foran engine protection system 108 is therein displayed. Sensors 120, 130,138, 139 are provided for monitoring oil level/pressure, coolanttemperature, coolant level, and transmission temperature, respectively.The sensors 120, 130, 138, 139 are integrated by way of connections 150,152, 154, 156 to an ECM 110. It is to be appreciated that otherauxiliary sensors, as described above, can be connected to the ECM 110.The ECM 110 can also include a vehicle ground 140.

The control module 110 is supplied with constant power by way ofconnection 132 to the vehicle battery 117. The battery can be groundedby way of connection 133. In this manner, even when the ignition isturned off, the ECM 110 still has power for monitoring electricalsystems and triggering alarms when any one of the systems is left onwhen the engine is turned off. For example, the electrical systems caninclude a headlight monitor 124, door ajar monitor 126, or otheroptional input switch.

The EPS 108 can be initiated when an ignition switch 180 is activated tothe “on” position. The EPS 108 can perform a self-test each time thesystem is initiated as described above. In operation, the engineprotective system 108 can function to detect any variance from thepredetermined safe parameter limits of operation as it relates topressures, temperatures, or levels which would result in opening of theassociated sensor switch to thereby effect closing of an alarm relayswitch in the ECM 110 to thereby activate the associated visual andaudible alarms. To prevent engine damage due to continued operationunder alarm inducing conditions, the control module 110 will function toopen a shut-down circuit connector (not shown), breaking current flow tothe engine's system, including current flow to a solenoid of a fuelvalve 190, when the interrupted current flow is of a predeterminedduration. Such shut-down circuit breakers are well known in the arts andthe specific type relied on forms no part of this invention; forinstance, a simple time delay relay means or a thermocouple means maycomprise such shut-down circuit connector 116.

Referring to FIG. 5, wherein another embodiment of a wiring diagram foran engine protection system 208 is therein displayed. Sensors 220, 230,238, 239 are provided for monitoring oil level/pressure, coolanttemperature, coolant level, and transmission temperature, respectively.The sensors 220, 230, 238, 239 are integrated by way of connections 250,252, 254, 256 to an ECM 210. It is to be appreciated that otherauxiliary sensors, as described above, can be connected to the ECM 210.The ECM 210 can also include a vehicle ground 240.

The control module 210 is supplied with constant power by way ofconnection 232 to the vehicle battery (not illustrated). In this manner,even when the ignition is turned off, the ECM 210 still has power formonitoring electrical systems and triggering alarms when any one of thesystems is left on when the engine is turned off. For example, theelectrical systems can include a headlight monitor 224, door ajarmonitor 226, or other optional input switch.

The EPS 208 can be initiated when an ignition switch is activated to the“on” position. The EPS 208 can perform a self-test each time the systemis initiated as described above. In operation, the engine protectivesystem 208 can function to detect any variance from the predeterminedsafe parameter limits of operation as it relates to pressures,temperatures, or levels which would result in opening of the associatedsensor switch to thereby effect closing of an alarm relay switch in theECM 210 to thereby activate the associated visual and audible alarms. Toprevent engine damage due to continued operation under alarm inducingconditions, the control module 210 will function to open a shut-downcircuit connector 216, breaking current flow to the engine's system,including current flow to a solenoid of a fuel valve 290, when theinterrupted current flow is of a predetermined duration. Such shut-downcircuit breakers are well known in the arts and the specific type reliedon forms no part of this invention; for instance, a simple time delayrelay means or a thermocouple means may comprise such shut-down circuitconnector 216.

Referring now to FIG. 6, wherein another embodiment of a wiring diagramfor an idle limiter 322 and battery supervisor monitor 337 is thereindisplayed integrated with an ECM 310. The ECM 310 can monitor thevehicle movements or lack thereof, through a transmission gear detectorswitch (i.e. “Park/Neutral”) 311 or vehicle occupancy detector (notshown). The ECM 310 can activate a timer mechanism each time the vehiclebecomes stationary. Stationary can be defined when the gear detectorswitch 311 is in park or neutral. The microprocessor of the ECM 310 canbe programmed with a specified idle limit duration, for example, to a 5,10, 15, etc. minute duration. When a vehicle remains idling andstationary for a period longer than the pre-programmed time, the ECM 310microprocessor will send a signal to the shutdown connection 316 whichwill start the shut down sequence of the engine, for example, 30 secondsprior to actual engine shut down, as discussed above. The EIL 322 caninclude an ignition switch 380 connected to a fuse block 381. The ECM310 and send a signal to a starter relay 382 which controls a solenoid390 to the fuel supply when the idle duration has exceeded apredetermined time period. The EIL also includes a feed to a battery 317through a connection 332 and a battery feed stud 333.

Referring again to FIG. 6, the battery supervisor monitor 337 and alatching relay 312 can be integrated with the ECM 310. The batterymonitor 337 continually monitors the voltage of the main battery 317. Ascan be appreciated from the wiring diagram in FIG. 6, if the engine isshut down and the battery voltage drops below the specified limit, thelatching relay 312 can shut off power to the electrical accessories. TheECM 310 can include a fail-safe or override circuit, through the use ofthe oil pressure switch circuit 342, 350. When oil pressure is detected,switch 342 can be opened which prevents the ECM 310 from disconnectingpower to the electrical accessories, unless and until the vehicle'sengine is turned off. Once the main battery 317 reaches a predeterminedvoltage or below, an audible alarm sounds and a battery warning light386 may illuminate on the enunciator panel (not illustrated) for aperiod of approximately one minute, or any other predeterminable timeperiod. If the voltage goes higher than the predetermined voltage withinthe one-minute time frame, the alarm and warning light 386 will shutoff. If the engine is turned off and the voltage remains equal to orlower than the preset voltage, the ECM 310 will unlatch the relayallowing the power circuits to the electrical accessories to beinterrupted. At that same time, the alarm will stop and the warninglight 386 will change to a blink mode advising the driver that thesystem has been activated, relay unlatched, and the accessories turnedoff. At the point the relay 312 is unlatched, the main battery 317retains adequate voltage to restart the vehicle, thus eliminating theneed for a vehicle jump start caused by low battery voltage from the useof the accessory items while the vehicle's engine is not running. A fuse345 can be integrated with the ECM 310, thereby providing circuitprotection when the current therein becomes excessive. A reset switch349 can be integrated with the ECM 310 and the latching relay 312.

Referring to FIG. 7, wherein another embodiment of an ECM 410 and anengine idle limiter (EIL) 422 in conjunction with an auxiliary powerunit (APU) 414 is therein shown. The ECM 410 can monitor the vehiclemovements or lack thereof, through a speed (speedometer) pulse signalreceived through the speed input or sensor. Monitoring of the vehicle'smovements can also include a transmission gear detector (i.e. “Park”)311 or vehicle occupancy detector (not shown). The ECM 410 can activatea timer mechanism each time the vehicle becomes stationary. Stationarycan be defined when the gear detector switch 311 is in park or whenthere is no speed pulse signal being received through the speed pulseinput 422. The microprocessor of the ECM 410 can be programmed with aspecified or predeterminable idle limit duration, for example, to a 5,10, 15, etc. minute duration. When a vehicle remains idling andstationary for a period longer than the pre-programmed orpredeterminable time period (i.e. control duration) and the APU 414 isfunctioning properly, to be described hereinafter, the ECM 410microprocessor will send a signal to the shutdown connection 316 whichwill start the shut down sequence of the engine, for example, 30 secondsprior to actual engine shut down. In this condition, typically the otherfluid fault parameters 20, 30, 34, 38 are operating under normalconditions and the fault parameter identified includes an excessiveperiod (longer than a predeterminable limit value) of time for engineidle. The EIL 422 continuously monitors the duration of engine idle andcan detect movement of the vehicle. Each time the vehicle moves, the EIL422 resets the timer to zero. After resetting, the timer can accumulatetime when the vehicle again becomes stationary with the engine running.

Similar to the above description, the EIL 422 can have an initialstart-up override (exemption) or a predeterminable time delay optionwherein the timer does not accumulate time until the vehicle has moved,or until the predeterminable time delay has elapsed, subsequent toinitial start-up. It is to be appreciated that the initial start-upfeature (override) is particularly advantageous in cold weather. Thisfeature allows an operator to wait for a defined period of time or untila vehicle is fully warmed and ready for operation, i.e. windowsdefogged. Initial start-up can be defined as the first start of the dayand/or whenever the vehicle has been re-started after a predeterminableperiod of shut down, i.e. ignition switch off for more than 60 minutes.The idle limit function is not enabled until the EIL 422 senses a speedsignal from speed pulse input 22 which indicates that the vehicle hasmoved or until a time delay period has been exceeded. Following theinitial start-up, the idle limit function can work all the time unlessand until the key is turned off and the vehicle is left idle for morethan 60 minutes, for example.

Another override or exemption feature can include a disabler to the idlelimiter during periods of low or high ambient temperatures (previouslydescribed) or when the APU is not functioning properly.

Auxiliary power supplies or units can be utilized by, for example, class8 vehicles (i.e. long haul tractor trailers) for maintaining desirabletemperatures in the cabin and/or trailer area. The APU can be operatedin response to monitoring of the temperature in the cabin or cab,trailer, engine block or measuring the voltage of the battery. In oneexample, if the temperature went outside of a preset range and/or thebattery voltage dropped below a preset range, a monitor would thenindicate that the APU should be activated. In the embodiment shown inFIG. 7, the EIL 422 interfaces with the APU and detects fault codes.

A logic step can be incorporated into the ECM 410 such that if the APUmonitor indicates there is no fault code, the truck will not bepermitted to idle beyond the predeterminable time period. Alternatively,if there is a fault code with the APU and the temperature goes outsideof range, or the voltage goes below range, then the truck will bepermitted to idle. A default control can be built into the ECM 410 inwhich if there is no fault code with the APU, the engine's not going tobe allowed to idle beyond the control duration. It is to be appreciatedthat the driver is going to have to attempt to run the APU before thetruck can idle beyond the control duration. Detecting a fault conditionwith the APU in the ON position, allows the truck to idle beyond thecontrol duration. In this manner, if there is a problem with the APU,the driver can be allowed to idle the truck without having to go to amechanic or dealership, for example, to have the EIL disabled.Additionally, an electronic record can be made of the events in order todetermine when vehicle was allowed to idle beyond control duration andwhy it was allowed to idle beyond control duration. A record can then bemade of the associated fault code.

The ECM 410 can monitor the APU functions and accesses an engineprotection system, while incorporating a thermostatic control from thecab in which the driver can set a temperature and the APU willautomatically come on as needed to maintain the set temperature. Avoltage threshold in the battery can be preset such that the APU willturn on if the voltage drops below the threshold in order to supply acharge to the battery. It is to be appreciated that if the APU ismounted on the truck, independent of the truck engine, and the driverchooses not to run the APU for some reason or other, and an EIL is notin place, then the truck engine is used as the power source and thesavings from running an APU (or lack thereof) is not realized. On theother hand, if there is a legitimate fault with the APU, and the truckhas an EIL, the ECM 410 can override the EIL until the APU isfunctioning properly.

Further, the ECM 410 can receive sensor information from a data linkconnected to the associated components of the truck. When the data linkis connected to the ECM 410, the designated operating parameters andfault conditions can be monitored. In this manner, the ECM 410 canfunction without independent sensors connected to associated enginecomponents. Other information can be relayed to ECM 410 through the datalink, such as, for example, time and date. It is to be appreciated thatthe ECM 410 can include auxiliary hook-ups or inputs that can functionwith a GPS, mobile phone, and/or other data inputs to allow additionalmonitors to track and transmit information.

In conjunction with the other parameters, the ECM 410 can monitor theAPU and if there is an APU fault, ECM 410 can identify and record thefault. As described above, the logic of the ECM 410 is such that ifthere is not a fault with the APU, then idle cannot extend beyond thecontrol duration. If there is a fault, and a temperature out of range,or a low battery, then EIL can be bypassed. The system logic providesfor independence from driver intervention. The ECM 410 provides aninterface between the truck computer system, data link, and APU.

The disclosure has been described with reference to several embodiments.Obviously, modifications and alterations will occur to others upon areading and understanding of this specification. One example of amodification is to provide components for the EPS capable of functioningwith 24 volt, or other types of, vehicles. It is intended to include allsuch modifications and alterations insofar as they come within the scopeof the appended claims and the equivalents thereof.

1. An engine protection system for an internal combustion engineassociated with a vehicle, the system comprising; an electronic enginecontrol module for monitoring at least one engine parameter duringoperation of the engine and determining whether a fault condition existsas to said at least one parameter; one of said parameters comprisesengine idle duration wherein a timer is actuated when the vehicle isstationary and said engine is running; said fault condition resultsafter said idle duration timer exceeds a predeterminable time period;and, said electronic control module initiating a fail safe mode whensaid one of said parameters is in said fault condition, said fail safemode including an engine shut down sequence for disabling the engine. 2.The engine protection system claim 1, including an audible alarm whereinsaid audible alarm emits a plurality of sounds, at least one sounddifferent from at least another sound.
 3. The engine protection systemof claim 1, wherein said fail safe mode includes said engine shut downsequence and a visual alarm, said visual alarm includes illuminating afault circuit light.
 4. The engine protection system of claim 1, furthercomprising recording said fault parameter, including storage of runtime.
 5. The engine protection system of claim 1, further comprisingmonitoring battery voltage; determining whether a fault condition existsas to said battery voltage; and, initiating an audible alarm and avisual alarm when said battery voltage is in said fault condition andsaid engine is running.
 6. The engine protection system of claim 1,further comprising monitoring battery voltage; determining whether afault condition exists as to said battery voltage; and, initiating acircuit interrupter when said battery voltage is in said fault conditionand said engine is shut down.
 7. The engine protection system of claim1, further comprising an initial start-up override for suspending saididle duration timer at initial start-up.
 8. The engine protection systemof claim 1, further comprising a low ambient temperature override forsuspending said idle duration timer during periods of low ambienttemperature.
 9. The engine protection system of claim 1, furthercomprising a high ambient temperature override for suspending said idleduration timer during periods of high ambient temperature.
 10. An engineprotection system for an internal combustion engine associated with avehicle, the system comprising: an electronic engine control module; anengine idling sensor for monitoring engine idling and a timer formonitoring duration of the engine idling of a stationary vehicle; saidelectronic control module for determining whether a fault conditionexists as to said engine idling by comparing said duration of saidengine idling to a predeterminable number limit value; and, saidelectronic control module including an engine shutdown connection, saidshutdown connection disables the engine when said duration of saidengine idling exceeds said predeterminable number limit value.
 11. Theengine protection system of claim 10, wherein said electronic enginecontrol module further includes an initial start-up override forsuspending said timer at initial start-up.
 12. The engine protectionsystem of claim 10, wherein said engine control module further includesa thermistor for detecting ambient temperature and suspending said timerduring periods of either low ambient temperature or high ambienttemperature, said low ambient temperature and said high ambienttemperature are predeterminable.
 13. The engine protection system ofclaim 10, wherein said electronic control module includes amicroprocessor for recording and storing said fault condition data. 14.The engine protection system of claim 10, further comprising sensors formonitoring the magnitude of a number of engine fluid parameters; and,said electronic control module for determining whether a fault conditionexists as to one or more of said fluid parameters by comparing saidmagnitude of one each of said number of fluid parameters to a number oflimit values corresponding to said one each of said fluid parameters.15. The engine protection system of claim 10, including a batterysupervisor monitor for monitoring the magnitude of battery voltage; and,said electronic control module for determining whether a fault conditionexists as to said battery voltage by comparing magnitude of said batteryvoltage to a number limit value.
 16. The engine protection system ofclaim 15, including battery voltage protector having a latching relaywith circuit interrupter operative when said battery voltage is in saidfault condition and said engine is shut down.
 17. An engine protectionsystem for an internal combustion engine associated with a vehicle, thesystem comprising: an engine control module including an engine idlingsensor detecting vehicle movement and a timer monitoring duration ofengine idling when said sensor detects lack of said movement; saidengine control module determines whether a fault condition exists as tosaid engine idling by comparing said duration of said engine idling,while said sensor detects lack of said movement, to a predeterminablenumber limit value; and, said control module including an engineshutdown connection disabling the engine when said duration of saidengine idling exceeds said predeterminable number limit.
 18. The engineprotection system of claim 17, wherein said engine control modulefurther monitoring operation of an auxiliary power unit; and, saidengine control module determines whether an operational fault conditionexists as to said auxiliary power unit.
 19. The engine protection systemof claim 18, wherein said engine control module further includes saidauxiliary power unit override suspending said timer for monitoringduration of said engine idling during periods when said auxiliary powerunit operational fault is determined.
 20. The engine protection systemof claim 19, wherein said suspending said timer is further dependentupon a secondary fault selected from the group consisting of an interiorcab temperature, a battery voltage, an interior trailer temperature, andan engine block temperature.
 21. A method for protecting an internalcombustion engine associated with a vehicle, the method comprising:monitoring at least one engine parameter during operation of the engine;determining whether a fault condition exists as to said at least oneparameter, said fault condition comprises engine idle duration wherein atimer is actuated when the vehicle is stationary and said engine isrunning; and, initiating a shutdown sequence when the vehicle remainsidling and stationary for a period longer than a pre-programmed time.22. The method of claim 21, wherein said shutdown sequence furtherincluding a shutdown circuit connector breaking current flow to a fuelvalve.
 23. The method of claim 21, further comprising the step ofrecording said fault parameter, including storage of run time.
 24. Themethod of claim 21 further including monitoring operation of anauxiliary power unit; said engine control module determines whether anoperational fault condition exists as to said auxiliary power unit; and,suspending said timer for monitoring duration of said engine idlingduring periods when said auxiliary power unit operational fault isdetermined.
 25. The engine protection system of claim 24, wherein saidsuspending said timer is further dependent upon a secondary faultselected from the group consisting of an interior cab temperature, abattery voltage, an interior trailer temperature, and an engine blocktemperature.
 26. An engine protection system for an internal combustionengine associated with a vehicle, the system comprising: an enginecontrol module including an engine idling sensor detecting vehiclemovement and a timer monitoring duration of engine idling when saidsensor detects lack of said movement; said engine control moduledetermines whether a fault condition exists as to said engine idling bycomparing said duration of said engine idling, while said sensor detectslack of said movement, to a predeterminable number limit value; saidengine control module further includes an initial start-up override forsuspending said timer at initial start-up for a predeterminable timedelay; and, said control module including an engine shutdown connectiondisabling the engine when said duration of said engine idling exceedsthe sum of said predeterminable time delay and said predeterminablenumber limit value.